Automatic control of clutch and throttle actuation of an automotive vehicle



June 27, 1939- R. s. wHlTTlNG-roN y2,163,903

AUTOMATIC CONTROL OF CLUTCH AND THROTTLE ACTUATION OF AN AUTOMOTIVE VEHICLE Original Filed July 15, 1932 N ww latented June 27, 1939 I 2,163,903 i AUroMA'rre ooN'rnoL or cw'rl'my AND THROTTLE ACTUATION F AN AU'IOM-v 'riva vaincu:

Ralph S. Whittington, Springlield, Mass., assignor to Bendix Products Corporation,

South Bend, Ind., a. corporation of Indiana Griginal application July 15, 1932, Serial No.

622,703. Divided and this application November 1, 1937, Serial No. 172,169

'i claim.

This invention relates to an automatic control means for use in controlling the actuation of throttle and clutch of an automotive vehicle in their proper relation.

One of the primary objects of this invention is to provide a control means of the abovementioned character which will automatically control the disengagement and engagement of the clutchy plates, and also control automatically i0 the acceleration of the .motor during the period that the clutch plates `are contacting.

A further object of this invention is to provide a control means of the above-mentioned character -whichwill effect a slower contacting of the l5 clutch plates after the vehicle has been freewheeling or coasting for a time than is obtained when the gears of the transmission are being normally shifted and the accelerator depressed to drive the vehicle.

,20 This invention further contemplates the provision of means whereby the motor may be accelerated more in advance of the contacting of the clutch plates Ywhen the accelerator is depressed rapidly as compared to depressing the accelerator slowly,

Still further this invention contemplates the provision of a control mean'siof the above-mentioned character whichrwill allow the clutch plate pressure to increase or decrease accordingly as the accelerator is depressed or released during the range of clutch engagement.

'I'his invention also provides means effecting a siowerflnal contacting of the clutch plates at slow motor speeds than at higher motor speeds, when the accelerator is depressed rapidly.

Other objects of the invention and desirable details of construction and combinations of parts will become apparent from the following detailed 1 description of certainembodiments of the invention, taken in conjunctionwith the accompanying drawing, in which:

Figure 1 is a semi-diagrammatic view, partly in section, of a control means constructed in accordance with this invention;

Figure 2 is a fragmentary cross-sectional view taken substantially on the line 2--2 of Figure 1;

Figure 3 is a fragmentary cross-sectional view taken substantially on the line 3-3 of Figure 1;

60 AFigure 4 is a semi-diagrammatic view, partly in section, of a method optional to the one illustrated in Figure I; of controlling the acceleration of the motor during clutchcontacting;

" Figure 5 is a `semi-diagrammatic.View, -partly in u section, of a portion of a control means jto be v (Cl. lim-.01)

used in connection with a `system as illustrated in Figure 1; and

Figure 6 is a view, partly in section, of a portion of a control'means to be used in connection with a system as illustrated in Figure 1. 5

In general, this invention provides an automatic control means for the clutch of an automotive vehicle which also accelerates the motor automatically at the instant that the clutch begins to engage. In prior devices of this nature 10 this has been accomplished bymeans of mechanical connection to the accelerator pedal of such kind that the carburetor throttle valve would be opened the proper amount at the time the clutch started engagement. However, this has been a l5 delicate adjustment and one that required frequent adjustment to secure the proper relation of the throttle valve setting and the beginning of clutch plate contact. -Y

This invention further provides a means ot sezo curing the proper clutch plate contact after the vehicle has been `free-wheeling or coasting with the clutch disengaged. and the motor is accelerated to drived the vehicle again. The conditions encountered at this time lare entirely difu ferent fromthose encountered while shifting the gears of theltransmission and accelerating the motorio drive the car again, for at this time'the motor is still revolving at several hundred revolutions per minute', and after the gears have` been 30 shifted and the accelerator depressed again, the motor will pick up speed very rapidly. But after the car has been coasting for a time, the motor has had time to slow down to a low speed and is idling. Then when the accelerator is depressed 35 again to drive the car, the motor speed must necessarily require more time to come up to the speed of thecar than in the former case where the motor is already turning rapidly. The result 'is that after free-wheeling, the clutch `will eno gage before the motor comes .up to the speed of the car, and a jerk is felt as the niotoris brought `up to speed. This invention provides means of delaying clutch engagement until the motor comes up to speed, after the car has been free- 45 wheeling, lwithout slowing up the clutchengagement during the shifting of the gears.

This invention also provides a method of contacting the clutch plates under full control of the accelerator pedal position, giving the operator of the vehicle better control while maneuvering the car in close quarters.

parts through all views, there is shown in Figure ,1,

1 a system composed of a conduit I adapted to be connected to the intake manifold of the motor of an automotive vehicle. Conduit is provided with lateral extensions 2 and 3, which slidably receive piston 4 and valve 5. Piston 4 is connected by linkage 6 to accelerator pedal 1. The conduit is divided into passages 8, 9 and I0 by piston 4 and valve 5. Piston 4 operates in bore I I to control the communication of passages 9 and 9. Valve 5 operates in bore |2 to'control communication between passages 9 and I0. Passage I3 is provided to place passage 8 in communication with passage I0 only at such times that the reduced portion I4 of piston 4 is in alignment with passage 8, as shown in Figure 1, which corresponds to the position of complete release of the accelerator. Piston 4 is also provided with groove I5 adapted to place passage 9 in communication with the atmosphere upon a predetermined movement of piston 4. Valve 5 is actuated by spring I6 and is held in bore I2 by plug I1. Hole I8 opens bore |2 to the atmosphere. Conduit I terminates in diaphragm casing I9, placing one side of diaphragm 2|] in communication with passage Il). Diaphragm 25 is exposed on its other face to atmospheric pressure through port 2| and is connected to the clutch plate 23 by sternv 24.

Clutch plate 22 is moved to Contact clutch plate4 23 by clutch springs 25. Tapped into the passage II) is the conduit 26, which at its other end is tapped into the carburetor riser 21 at the rectangular port 28. Carburetor riser 21 is divided into passage 29 and passage 39 by carburetor throttle valve il Passage 29 is adapted to be connected to the intake manifold of the motor of the vehicle, and passage 30 is adapted to be connected to the carburetor. Carburetor throttle valve 3| is actuated by arm 32, which is linked to the accelerator by rod 33 and piston 4. Rod 33 is provided with the enlarged portion 34 which contains the bore 35 in which the piston 36 is slidJ ably mounted. Piston 36 is formed -from an extension of piston 4 and is held in bore 35 by ring 31 pressed into bore 25. Piston 36 is provided with the small hole 38 to open bore 35 to atmosphere. Spring 39 is provided to actuate the throttlevalve in opposition to the accelerator pedal. Carburetor riser 21 also contains the bore 4U, which slidably receives piston 4| provided with taper 42, which is-contacted by ring 43 pressed into bore 40 to form a stop for piston 4|. Port 44 exposes piston 4| to atmospheric pressure. Passage 45 containing the adjustable restriction 41 places passage 30 in communication with bore 40, and port 46 communicates between bore 40 and passage 29. Spring 49 actuates piston 4|, and plug 48 closes bore 40.

In the operation of the system, passage 8 is subject to the vacuum in the intake manifold, and all parts are shown in Figure 1 in the position they occupy while the motor idles. Vacuum from passage 8 rst acts through passage I3, groove 49' of valve 5, allowing .atmospheric pressure acting through hole I8 to overcome spring |6 and place valve 5 in the position shown in Figure 1. Then by virtue of the reduced portion 5U of valve 5, diaphragm 20 is placed in direct communication with passage 8, allowing atmospheric pressure acting through port 2| on diaphragm 20 to overcome clutch springs 25 and move the clutch plates to the position shown in Figure 1. The gears of the transmission may--now be shifted. When the accelerator pedal 1 is depressed, piston 4 is moved in the direction of the arrow to cut off vacuum in passage 8 from passage 9 and passage I3, and at approximately the same time place passage 8 in communication with the atmosphere through groove. I5 in piston 4. As air is admitted to passage 9, it passes valve 5' by virtue of the reduced portion 50 and enters diaphragm casing I9 to begin to equalize atmospheric pressure acting on diaphragm 20, but by virtue of clutch springs 25 pulling on diaphragm 2|), a vacuum suicient to overcome spring I6 acting to close valve 5 is developed in passage I0 as the clutch plates move toward engagement.

As soon, however, as the clutchplates begin to. contact, the pull of the clutch springs on diaphragm 2|) will decrease, causing a drop in vacuum in passage I0. This drop in vacuum will be communicated to the exposed area of valve 5, and spring I6 is of such strength that valve 5 is moved to close passage .9 from passage I0 at some predetermined clutch plate pressure, and further engagement of the clutch must be effected by atmosphere entering passage I0 through port 2B and conduit 26.

The operation described abovetakes place when the accelerator pedal 1 is depressed just enough to move piston 4 to shut off vacuum in passage 8 and open passage 9 to the atmosphere through groove I5 in piston 4. While the accelerator pedal is in this position, the throttle valve 3| has moved only slightly and port 28 is still exposed largely to vacuum in passage 29. Hence vacuum will still exist in conduit 26. This vacuum will be transferred to conduit II) and the clutch actuating member 2i). However, regardlessof the degree of vacuum at port 2B, the vacuum at passage I0 cannot, While piston 4 opens passage 9 to atmosphere, exceed the vacuum at which valve 5 will allow atmospheric pressure acting through hole I8 to overcome spring I6 and thus admit more atmosphere from passage Q. Thus valve 5 at this stage acts as a vacuum regulating valve and insures that the clutch will remain partially engaged as long as atmospheric pressure exists in passage 9.

Passage Ill communicates with thecarburetcr riser through conduit 26 and port 28, which is rectangular in shape but narrow enough to have the proper restriction of its capacity. Port 23 is arranged so that all of its area is exposed to vacuum in passage 28. when the accelerator pedal 1 is completely released, and the throttle valve is in the position shown in Figure 1. However, as the throttle valve is opened, more of the area of port 28 is exposed to near atmospheric pre sure in passage 30. The result is that as t; throttle valve 3| is opened its edge passes over the face of port 28, producing a continuous drop in vacuum in the conduit 26, and this action results in atmosphere being admitted to passage IU and diaphragm 20 from passage 3D as the above action takes place. `Thus the pressure in passage I0 depends on the proportionate amount of the area of port 28 that is exposed to the vacuum in passage 29 and near atmospheric pressure in passage 30, and the vacuum acting on diaphragm 2|), and consequently the clutch plate pressure, can be increased or decreased accordingly as valve 3| is opened or closed. Complete clutch engagement will be obtained when port 28 is completely exposed to near atmospheric vpressure in passage 30.

depressed rapidly, as after free-wheeling, air is reaches the bottom of bore 35. At approximately the same time; piston 4 begins admitting atmosphere to diaphragm 20. The result is that the l motor begins to accelerate as the clutch begins to engage. But when the accelerator pedal is compressed in bore'35 due to the limited capacity of hole 38, and spring 39 is compressed', resulting in the opening of the throttle valve 3| more in advance of clutch engagement.

During the normal idling of theinotor, the vacuum in passage 29 acting through port 46 on piston 4| overcomes spring 49 V"and holds piston 4| against ring 43, as shown in Figure' 1, due to atmospheric pressure acting through port 44. But at the instant that the clutch plates begin to contact, there ls a drop in vacuum in the intake system of the motor and in passage 29. The dropin vacuum referred to occurs as the clutch begins to engage, because at this time the motor begins to develop torque. As the motor is loaded more, the vacuum in the intake system will decrease and canI be madeI to decrease to a negligible quantity, as when the throttle valve is open wide at low motor speeds. This drop in vacuum begins to equalize atmospheric pressure on piston 4| and allows spring 49 to move piston 4| to uncover passage 45 vand admit mixture from passage 30, through passage 45 to bore 40 and through port 46 to the intake system of the motor. Piston 4| is provided with taper 42 so that the greater the drop in vacuum in the intake system during the contacting ofthev clutch plates, the greater the rate at whichmixture is 1- admitted to the intake system to accelerate the motor. 'I'hus a means of accelerating the motor automatically as the clutch begins to engage is provided, and the amount that the motor is accelerated increases .as the speed of clutch ensagement increases, since the vacuum will drop more in the intake system of the motor when the clutch is engaged more rapidly.

Figure 4 illustrates an alternate method of automatically accelerating the motor4 as the clutch engages, when incorporated in the system illustrated in Figure 1. During the normal idling ofthe motor, vacuum in passage 29 acting on diaphragm 5| through port 52 overcomes spring 53, due to atmospheric pressure acting on the opposite face vof diaphragm 5| through port 54, and holds stem 55 in the position shown in Figure 4. Lever .56 is attached to stem 55 and pivots at 5L It is arranged to actuate throttle valve control rod 33 in opposition' to spring 39 and open throttle valve 3|. The drop in vacuum in passage 29, at the beginning of clutch engagev ment, begins to equalize atmospheric pressure acting on diaphragm 5| and allows spring ,53 to move stem 55 and lever 56 to operatecontrol rod 33 and open throttle valve-3|. .This admits more mixture from the carburetor and speeds up the motor as the clutch begins to engage. l

In Figure 5 isillustrated a method of automatically controlling the capacity of the conduit 26 in a system as illustrated in Figure l. This i system canv be-used in any clutch control that uses an atmospheric bleed to com plete the clutch engagement. In its operation in connection with r a system as illustrated in Figure 1the carburetor and passage 36, which is adapted to be connected to the carburetor. The conduit 69 is mounted in v of the clutch will be made.

the interior of the carburetor riser and its open end 62 communicates with passage'29 'just above thethrottle valve and points in the direction of the ilow of gases in the riser. The other end o! conduit 60 communicates with a bore 64, which slidably receives a piston 66. Spring 68 actuates piston 66 to reduce the capacity of port 10 and conduit 26.. Taper 12 is provided on the piston 66 to vary the restriction of port 19. z

When the throttle valve 3| is closed, vacuum in passage 29 acts through the conduit 60 and on the-piston 66, allowing atmospheric pressure acting through hole 14 to overcome spring 68 and hold piston |56A in the position shown in Figure 5.

Also, when the throttle valve 3| is moved past the port 'l0 slowly, the vacuum in passage 29 is still great enough to hold piston 66 in the position shown (or approximately) in Figure 5 until after the port 'l0 has been passed by the throttle valvel.

When, however, the vehicle is at rest and the throttle valve is opened rapidly, the clutch plates will move rapidly toward. contact until they have contactedslightly, and the completion of the contacting of the clutch plates will be done gradually by the action of piston 66, since a'ir must move throughconduit 26 to complete the clutch engagement. This is true because the drop in vacuum in passage 29 will be great enough to allow spring 68 to move piston 66 to bring taper '|2 in register with the port 10, and

the greater the drop in vacuum in passage 29 the greater will be the restriction of port 10.

When, however, the throttle valve is opened rapidly with the motor turning rapidly, as whenv normally shifting the gears, considerable vacuum will exist at port 62 due to the velocity of gases in passage 29. This is true because of the direction port 62 faces, and beoauseof the action of the gases around the throttlefvalve 3|. There are numerous points around the vthrottle valve V and in the intake system generally at which vacuum will exist in increasing amounts as the motor` speed is increased with a wide open-` 'as compared'to the restriction -in the former case. Thus it is obvious that by the correct location of port 62 vand the correct design of piston 66 and spring 69 and other related parts, ,the system. can be made to allow a slower iinal contacting of the clutch' plates when the throttle valve is opened rapidly and the motor is turning slowly than under the same conditions with the motor turning rapidly, and that the'faster th`e motor is turning the faster the iinal engagement It is also obvious that the same principle could be applied to other systems employing an atmospheric bleed to complete the clutch engagement, such as a system employing an accelerator controlled bleed to the atmosphere. Likewise a centrifugal device could be used to increase therestriction of the port 10 'as the motor speed increases.

Such a 'device is shown in Figure 6 and is to be used in connection with a system as illustrated The strength of in Figure l. In this control means, the valve 93 K a bore in the member I I2 and is held in position by the ring I I3, which is pressed into the member H2, causing the valve 93 to move up or down as the member I I2 moves, but allowing the member H2 to rotate about the end III of stem H0. The governors I I4 are pivotably connected to the member H2 by means of arms H5. Likewise, the governors H4 are 'pivotably connected to the pulley l I6, which is supported by the bearing I I'I and `driven by a belt H8 which is -adapted to operate from the motor pump shaft or other convenient means. Integral with the pulley H6 is the guide shaft H9 on which the member H2 reciprocates.

Thus when the motor is not running, or is running at some predetermined slow speed, the governors H4, due to their weight will` occupy the position shown in Figure 6. The length of the valve stem H0 will determine the degree of restriction of port 28. Then as the speedv of the motor increases, the governors H4, due to their centrifugal force, will move upward. This motion will move valve 93 upward, and-due to the taper 95 of valve 93 the restriction of port 28 will be decreased as the motor speed increases. Thus a system is provided in which the capacity of the conduit controlling the iinal clutch engagement, conduit 2li, increases with the motor speed, and hence effects a more rapid clutch engagement as the motor speed increases. l

Also, in the operation of a control such as illustrated in Figure 5, the general drop in vacuum in the intake system as the torque developed by the motor increases is a condition favorable to the proper action of this system, since as the clutch begins engaging the motor torque will increase and cause a decrease of vacuum in the intake system, which will automatically tend to soften the completion of clutch engagement.

This system will also assist in securing a better clutch engagement after the vehicle has been free-wheeling or coasting and the motor has been idling,3 and the accelerator is depressed to drive the vehicle again. This is true because the opening of the throttle under the above conditions will reduce the vacuum acting on the piston 56 sufiicientlyto close or restrict the port 'I0 and thus delay the final engagement of the clutch, giving the motor more time to come up to the speed of the vehicle.

The invention heretofore described is disclosed in my Patent No. 2,103,284, granted December 28, 1937, this application constituting a division thereof. y

Although this invention has been described in connection with certain specific embodiments, the principles involved are susceptible of numerous other applications that will readily occur to persons skilled in the art. The invention is, therefore, to be limited only as indicated by the scope of the appended claim.

I claim:

In an automatic control means for the clutch of an automotive vehicle, the combination with the intake system, the carburetor riser and throttle valve, and a mechanism for controlling the throttle valve, of a pressure responsive means for l releasing the clutch, means providing a passage between said intake system and said pressure responsive means, a main valve in said passage operable to control communication between said passage and said intake system and between said passage and the atmosphere, an auxiliary valve in said passage for closing the passage between atmosphere and said pressure responsive means, means operating, when the aforementioned mechanism lis released, to actuate said main valve and said auxiliary valve to provide direct communication between said intake system and f said pressure responsive means to release the clutch, means operating upon the actuation of said throttle valve control mechanism to actuate said main valve to close said passage from the intake system and open said passage to the atmosphere whereby said clutch is moved toward engaged position, means operative by conditions accompanying the partial engagement of said clutch to close saidl auxiliary valve, and a conduit connecting said passage between said auxiliary Avalve and said pressure responsive means to said carburetor riser through a port, said port having all of its area exposed to vacuum in said intake system when said throttle valve is closed. but a1- lowing its area to be exposed to pressure in said carburetor riser on the opposite side of said throttle valve as said throttle valve is opened, and means controlling the capacity of the path formed by said conduit and said port.

RALPH S. WHI'I'IINGTON. 

